Railroad-crossing device



Dect 9! E. FOGERTY RAILROAD CROSSING DEVICE Filed Dec. 29, 1922 2 Sheets-Sheet E. FOG ERTY ESP/ER F0657?? f l` m Tsd Tvannu Hr N0 :5.3.2 M A 4 y@ Wvwh"attovneq Patented Dec. 9, 1924.

UNITED STATES ESTHER FOGERTY, 0F OCEAN GROVE, NEW JERSEY.

RAILROAD-CROSSING DEVICE.

Application filed December 29, 1922. sei-iai No. 609,699.

To all whom it may conce/n:

Be it known that I, ESTHER Foenn'rr, a citizen of the United States, residing at Ocean Grove, in the county of Monmouth and State of New Jersey, have invented certain new and useful Improvements in RailroadsCrossing Devices, Aofwhich the following is a specification.

My invention relates to improvements in railroad crossing devices and has particular reference to that class of devices which are auton'iatic in operation.

Another object of my invention is to provide a railroad crossing device which will normally hold the gate or barrier in its raised or open position until the approach of a train when it will by the action of a suitable contact or circuit closing block located at predetermined distances from the gate and engaging with the wheels of the locomotive or car, descend and guard or block the crossing until the train has passed, and which will be raised again when the train has passed the crossing.

A still further object of .my invention 1s to provide a railroad crossing device, which is adapted to be automatically disposed across a street intersecting a railroad on the approach of cars or trains, and to provide a gate 0f such a character that in event auto vehicles should be driven thereagainsd the vehicle will be effectively stopped without any chances of injury to the vehicle or` its passengers 0r with little chance of danger to the cars or trains on the railway.

A still further object of my invention is to provide a railroad crossing device that is strong, durable, comparatively simple and inexpensive in manufacture, and that is well adapted to the uses for which it is designed.

Other objects and advantages of the invention will become apparent during the course of the following description. p

ln the drawings, wherein like numerals are employed to designate like parts throughout the same, i Y

Figure 1 is a perspective View of apparatus embodying my invention.

Figure 2 is a vertical section illustrating the operating mechanism therefor, and

Figure 3 is a diagrammatic view of the wiring system used in accordance with my invention.

In the drawings, wherein for the purpose of illustration is shown the preferred embodiment of my invention the numeral 5 designates vertical posts, which are disposed adjacent a track G, the track section 6 being insulated from the main line of track by an insulation joint at each of its ends as shown in Figure 3 at a crossing 7. The vertical posts 5 are located, one at each side of the street crossing 7 as is clearly shown in Figure 1 of the drawings. Mounted be* tween the posts 5, and near the upper end thereof, is a longitudinal shaft 8, which is suitably journalled in said posts. Keyed to the end of the longitudinal shaft 8, near the posts 5, are sprocket wheels 9, over which are adapted to run sprocket chains 10.

Located beneath the road crossing 7, preferably within a pit 11, is a cement base 12, on which is mounted a suitable electric motor 13, which is located intermediate the ends of a second longitudinal shaft 14, which is journalled at its ends in the posts 5. Sprocket wheels 15 are keyed to the shaft 111 at points directly below the sprocket wheels 9 on the longitudinal shaft 8. It will thus be seen that thesprocket chains 10 are adapted to run over both of the sprocket wheels 9 and 15 respectively and are operated by means of the electrically operated motor 13 which rotates the longitudinal shaft 14.

Mounted on the chains 10, are blocks 16, extending `transversely from said sprocket chains. A chain 17 is connected at its ends to the blocks 1G and depending rods are connected to suitable bars or the like 18 carried by the chains 17. If it is desired, a tripod 19 may be mounted intermediate the ends of the lock signal chain 17 to act as a support for the chain 17 when the same is moved into the lowered position as indicated at Figure 1 of the drawings, so as to prevent excessive sagging of the same. Mounted on the opposite side of the,u sprocket chains 10, are suitable weights 20, and it will readily be seen, that the weights 20 will normally hold the longitudinal chain 17 and the rods 18 in an elevated position, but will allow the rotations of the shaft 14, due to the power transmitted by the motor 13, to operate the chain 10 so as to cause the chain 17 and the links 18 to lower.

The operating mechanism comprises a standard relay 21, a line battery 22, a local battery 23, a switch 24- and a simple switch 25. The wires 26 connected to the relay 21 and the line battery 22, are connected in any suitable manner to the rails 6, so that the circuit therethrough will be complete'by the passage of the train over the designated section of the track.

In operatioma train upon entering the section of track designated, closes the line battery circuit and the relay 21 brought into contact tliei'eby, closing the local ciicuit o' the battery 23. This causes the motor 13 to rotate, the lower sprocket, which moves the chains 10, over the `sprockets 9 and 15 which lowers the chain 17 andthe rods 18, to a lower position thereby closing the roadway to traffic. As the blocks 16 reach theiry lower position they open the switch 2flof the local circuit, thereby stopping the motor. lVhen the train leaves the designated section of track, the relay 21 returns to its original position, thereby allowing the counterweights 20 to* move down thereby returning the cross chain 17 and the links 18 to the elevated position, thereby opening the roadway for traffic. At the saine time, a spring 27 returns tlie switch 24 to its closed position. The switch 25 is interposed in the circuit to 'allow a workman tor open a line when it is necessary. Furthermore, electric lights or other illuminating means may be suspended on the chains 17 to illuminate the device at night] It will thus be seen, that I have devisedV a veryeicient gate and gate operatingr mechanism means that is entirely automatic in its nature and which will efficiently shut oft' the trafiic when it is necessary. i

The moving part of switch 24 lies within the path of one of the blocks 16 and is` operated thereby. Switch25 is manually operated and normally closed and is providedonly for emergency use, such as when a train is stationed on the block for a long period of time. f

It will be noted that the combined weight of counterweights. 20 is heavier than the blocks 16, chain 17 and the parts carried by this` chain so that no electrical energy nor mechanical means is required to raise the chain 17 and associated parts to the elevated position. f l

It will also be noted that after a car'has entered the block l,and closed the circuit across the tracks 6 and thru relay 21, the circuit of the main battery is closed and the motor operated to lower the gate. As the chain 17 nearly reaches itsz lowest position block 16 opens switch 24 moving the arm thereof down. The inertia of the rotor of the motor and the moving chain 17 andl counterweights 2() combine to move the chain 17fto a still lower position. After the car or train leaves the block 6.

coming to iest the counterweights 20 become efeet-ive to raise the gatelsomewhat and when the latter has moved high enough to release block 1G from the arm of switch 24, the llocal battery circuit is again closed and motor 13 again rotates to move the gate 17 with its associated parts down. This action is repeated as long as the car remains within the block of track G since during this interval the contacts ot line relay 21 are constantly closed.

The net result is that when a. ear enters the block, the gate 17 nieves to a position so as to obstruct trafic across the roadway and is automatically moved up and down in its lowered position, being lowered by positive drive of the motor and raised b v the counterweights 20. The advantage et this action iii a signal is a )parent especially at ni'ht when the lights tliereon are illuininate It Will be observed that this up and down movement of the gate continues until As soon as this occurs the contact points of relay 21 are opened, the local circuit thereby opened and the counterweights 20 raise the gate to its elevated position out of the way of traHic.

Relay 21 may be any standard forni whose contacts are opened by spring or like means and closed magnetically. Switch 24 may be any form of ever switch provided with a spring to restoie the contacts to closed position.

It is to be understood that the form ot in v invention herewith shown and described is to be taken as the preferred embodiment of the saine, and various changes in the shape, size and arrangement of pai-ts may be resorted to without departing from the spirit of my invention or the scope of the subjoined claim.

Having thus described my invention. I claim:

A railroad crossing device of the class described comprising a pair of spaced vertical posts, spacedv longitudinal shaftsyjournalled at their ends between said posts, sprocket wheels carried near the ends of said longitudinal shafts, sprocket chains adapted to run over said sprocket wheels, transversely extending lugs carried by said chains` a longitudinal gate member mounted between said transversely extending lugs, counterweights adapted to raise said gate member mounted on the opposite side ot said sprocket chains, and inea-ns to operate said sprocket chains.

In testimony whereof I aix my signature.

ESTHER FOGERTY. 

